Narrative:

I was exercising our company C414 about 20 NM southwest of boise, identification. As I turned inbound to boise, approach told me to maintain best forward speed for the only landing runway, 10L, because I would proceed a B737. I stayed in the clean confign and kept speed up, by referring to GPS, I observed my ground speed to be 200 KTS from 15 mi, 10 mi, and 5 mi out from boise. This would be good for ATC, I thought. At about 5 mi I switched to tower, and was cleared to land runway 10L, but reminded to keep the speed up. I believe that my configuring the aircraft was hindered by increasing rain and moderate turbulence, also visibility about 6 mi. The next call that I received from tower was an instruction to proceed direct to the numbers for runway 10L. At a distance of about 2 NM, I had somehow overshot final. I hoped this would not be a huge inconvenience to ATC or be considered a violation of far 91.123 (compliance with ATC instructions). Knowing that my performance of this approach was less than satisfactory, I advised tower that I would like to overfly runway 10L to give B737 more room, and enter left traffic for runway 10L in order to land the second time around. This clearance was granted. It turned out that B737 didn't touchdown until I was mid-field downwind (plenty of room). I think that by maintaining such a high speed until about 2 mi, I got behind in my landing checklist, and missed the straight in turn. I can only hope that ATC was pleased with my adjustment and request after this error. As I often taught my students, further coordination, planning and division of attention will prevent this from happening in the future.

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Original NASA ASRS Text

Title: PLT OF CPR ACFT C414 ON APCH IS ASKED TO KEEP UP SPD. IN THE PROCESS HE OVERSHOT THE FINAL APCH COURSE. HE THEN REQUESTS A GAR TO LAND BEHIND THE B737 WHO WAS BEHIND HIM. SECOND LNDG IS FINE.

Narrative: I WAS EXERCISING OUR COMPANY C414 ABOUT 20 NM SW OF BOISE, ID. AS I TURNED INBOUND TO BOISE, APCH TOLD ME TO MAINTAIN BEST FORWARD SPD FOR THE ONLY LNDG RWY, 10L, BECAUSE I WOULD PROCEED A B737. I STAYED IN THE CLEAN CONFIGN AND KEPT SPD UP, BY REFERRING TO GPS, I OBSERVED MY GND SPD TO BE 200 KTS FROM 15 MI, 10 MI, AND 5 MI OUT FROM BOISE. THIS WOULD BE GOOD FOR ATC, I THOUGHT. AT ABOUT 5 MI I SWITCHED TO TWR, AND WAS CLRED TO LAND RWY 10L, BUT REMINDED TO KEEP THE SPD UP. I BELIEVE THAT MY CONFIGURING THE ACFT WAS HINDERED BY INCREASING RAIN AND MODERATE TURB, ALSO VISIBILITY ABOUT 6 MI. THE NEXT CALL THAT I RECEIVED FROM TWR WAS AN INSTRUCTION TO PROCEED DIRECT TO THE NUMBERS FOR RWY 10L. AT A DISTANCE OF ABOUT 2 NM, I HAD SOMEHOW OVERSHOT FINAL. I HOPED THIS WOULD NOT BE A HUGE INCONVENIENCE TO ATC OR BE CONSIDERED A VIOLATION OF FAR 91.123 (COMPLIANCE WITH ATC INSTRUCTIONS). KNOWING THAT MY PERFORMANCE OF THIS APCH WAS LESS THAN SATISFACTORY, I ADVISED TWR THAT I WOULD LIKE TO OVERFLY RWY 10L TO GIVE B737 MORE ROOM, AND ENTER L TFC FOR RWY 10L IN ORDER TO LAND THE SECOND TIME AROUND. THIS CLRNC WAS GRANTED. IT TURNED OUT THAT B737 DIDN'T TOUCHDOWN UNTIL I WAS MID-FIELD DOWNWIND (PLENTY OF ROOM). I THINK THAT BY MAINTAINING SUCH A HIGH SPD UNTIL ABOUT 2 MI, I GOT BEHIND IN MY LNDG CHKLIST, AND MISSED THE STRAIGHT IN TURN. I CAN ONLY HOPE THAT ATC WAS PLEASED WITH MY ADJUSTMENT AND REQUEST AFTER THIS ERROR. AS I OFTEN TAUGHT MY STUDENTS, FURTHER COORD, PLANNING AND DIVISION OF ATTN WILL PREVENT THIS FROM HAPPENING IN THE FUTURE.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.